Obstacle avoidance control method, device, advanced driver assistance system, vehicle and medium

Abstract

The present invention provides an obstacle avoidance control method, device, advanced driver assistance system, vehicle, and medium. The method includes the following steps: receiving vehicle sensor data; calculating obstacle safety boundaries and lane safety boundaries based on the vehicle sensor data; and determining the current vehicle's travel area and travel status based on the obstacle safety boundaries and lane safety boundaries.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving, and more specifically to an obstacle avoidance control method and apparatus, as well as associated advanced driver assistance systems, vehicles, and computer-readable recording media. Background Technology

[0002] Advanced Driver Assistance Systems (ADAS) utilize various sensors installed on vehicles to sense the surrounding environment while the car is in motion, collect data, identify and track static and dynamic objects, and combine this data with navigation map data to perform system calculations and analyses. This allows the driver to anticipate potential dangers and effectively increases the comfort and safety of driving.

[0003] Lane centering (LKS) is a common and key technology in Advanced Driver Assistance Systems (ADAS), aiming to continuously keep the vehicle near the center line of the lane. However, in certain scenarios, such as when obstacles (e.g., cones, pillars, etc.) obstruct the lane, maintaining lane centering may pose a risk. In such situations, appropriate avoidance maneuvers may be necessary to mitigate the risks associated with the obstructed lane. Summary of the Invention

[0004] Therefore, this invention proposes an obstacle avoidance control method and device for the field of autonomous driving, so that vehicles can avoid obstacles (e.g., cones, buckets, pillars, etc.) more safely and reliably.

[0005] According to one aspect of the present invention, an obstacle avoidance control method is provided, the method comprising the following steps: receiving vehicle sensor data; calculating an obstacle safety boundary and a lane safety boundary based on the vehicle sensor data; and determining the current vehicle's travel area and travel status based on the obstacle safety boundary and the lane safety boundary.

[0006] Furthermore, according to one embodiment of the present invention, the vehicle sensor data includes the width of the current lane in which the vehicle is currently located, the speed of the vehicle, and the lateral position D of the obstacle. B Lateral position D of other vehicles V The vehicle sensor data may also include: lateral velocity, longitudinal position, and longitudinal speed.

[0007] Furthermore, according to one embodiment of the present invention, calculating the obstacle safety boundary based on the vehicle sensor data includes: the obstacle safety boundary is based on the lateral position D of the obstacle. B Current vehicle width W V And the current safe distance D from the vehicle to the obstacle. S1 Calculate the safe distance D from the current vehicle to the obstacle.S1 Related to the current speed of the vehicle.

[0008] Furthermore, according to one embodiment of the present invention, the obstacle safety boundary is calculated based on the following formula: the obstacle

[0009] Furthermore, according to one embodiment of the present invention, calculating the lane safety boundary based on the vehicle sensor data includes: the lane safety boundary being based on the width W of the current lane. R Current vehicle width W V And the safe distance D for the current vehicle to cross the current lane. S2 Calculate the safe distance D that the current vehicle must travel across the current lane. S2 It is related to the type of the current lane in which the vehicle is currently located.

[0010] Furthermore, according to one embodiment of the present invention, the obstacle safety boundary is calculated based on the following formula: the lane

[0011] Furthermore, according to one embodiment of the present invention, the current vehicle's travel area is the area between the obstacle safety boundary and the lane safety boundary.

[0012] Furthermore, according to one embodiment of the present invention, the current traffic status of the vehicle includes the vehicle being passable without intervention, the vehicle being passable but requiring intervention, and the vehicle being impassable.

[0013] Furthermore, according to one embodiment of the present invention, the intervention includes adjusting the speed of the current vehicle, the distance of the current vehicle from the obstacle, and the distance of the current vehicle from other vehicles.

[0014] Furthermore, according to one embodiment of the present invention, the obstacle occupancy ratio is calculated based on the obstacle safety boundary and the lane safety boundary.

[0015] Furthermore, according to one embodiment of the present invention, when the obstacle occupancy ratio is greater than a first threshold and less than a second threshold, the current vehicle's passage status is set to passable but requires intervention.

[0016] Furthermore, according to one embodiment of the present invention, when the obstacle occupancy ratio is less than a first threshold, the current vehicle's passage status is set to passable without intervention.

[0017] Furthermore, according to one embodiment of the present invention, if the obstacle occupies a road greater than a second threshold, the current vehicle's passage status is set to impassable.

[0018] Furthermore, according to one embodiment of the present invention, based on the lateral position D of other vehicles... V Calculate the time to collision (TTC) between the current vehicle and other vehicles. The TTC is used to determine whether there is a risk of collision between the current vehicle and other vehicles.

[0019] Furthermore, according to one embodiment of the present invention, if there is a risk of collision between the current vehicle and other vehicles, the lateral position D of the other vehicles is considered. V Current vehicle width W V And the safe distance D between vehicles S3 Calculate the safety constraint boundaries for other vehicles, where the safe distance D from the current vehicle to other vehicles is... S3 Related to the current speed of the vehicle.

[0020] Furthermore, according to one embodiment of the present invention, the other vehicle safety

[0021] Furthermore, according to one embodiment of the present invention, the intervention further includes: controlling the current vehicle to adjust the distance DV between the vehicle and other vehicles in the passage area based on the other vehicle safety constraint boundary, thereby avoiding the other vehicles.

[0022] Furthermore, according to one embodiment of the present invention, a path plan is generated based on the current vehicle's traffic area and traffic status to be applied to the current vehicle's passage through the obstacle area.

[0023] Furthermore, according to one embodiment of the present invention, the generated path planning output is applied to the lateral and longitudinal direction control of the current vehicle.

[0024] According to another aspect of the present invention, an obstacle avoidance control device is provided, the device comprising: a receiving device configured to receive vehicle sensor data; a computing device configured to calculate an obstacle safety boundary and a lane safety boundary based on the vehicle sensor data; and a determining device that determines the current vehicle's passage area and passage status based on the obstacle safety boundary and the lane safety boundary.

[0025] Furthermore, according to another embodiment of the present invention, the vehicle sensor data includes the width of the current lane, the speed of the current vehicle, and the lateral position D of the obstacle. B Lateral position D of other vehicles V The vehicle sensor data may also include: lateral velocity, longitudinal position, and longitudinal speed.

[0026] Furthermore, according to another embodiment of the invention, the computing device is also configured to base its calculations on the lateral position D of the obstacle. B Current vehicle width W V And the current safe distance D from the vehicle to the obstacle. S1 Calculate the obstacle safety boundary, where the safe distance D from the current vehicle to the obstacle is... S1 Related to the current speed of the vehicle.

[0027] Furthermore, according to another embodiment of the present invention, the obstacle

[0028] Furthermore, according to another embodiment of the invention, the computing device is also configured to base its calculations on the width W of the current lane. R Current vehicle width W V And the safe distance D for the current vehicle to cross the current lane. S2 Calculate the lane safety boundary, where the safe distance D for the current vehicle to cross the current lane is... S2 It is related to the type of the current lane.

[0029] Furthermore, according to another embodiment of the present invention, the lane

[0030] Furthermore, according to another embodiment of the present invention, the current vehicle's travel area is the area between the obstacle safety boundary and the lane safety boundary.

[0031] Furthermore, according to another embodiment of the present invention, the current traffic status of the vehicle includes the vehicle being passable without intervention, the vehicle being passable but requiring intervention, and the vehicle being impassable.

[0032] Furthermore, according to another embodiment of the present invention, the intervention includes adjusting the speed of the current vehicle, the distance of the current vehicle from the obstacle, and the distance of the current vehicle from other vehicles.

[0033] Furthermore, according to another embodiment of the present invention, the determining device is configured to determine the current traffic status of the vehicle by: calculating the obstacle occupancy ratio based on the obstacle safety boundary and the lane safety boundary.

[0034] Furthermore, according to another embodiment of the present invention, the determining device is configured to set the current vehicle's passage status to passable and requiring intervention when the obstacle occupancy ratio is greater than a first threshold and less than a second threshold.

[0035] Furthermore, according to another embodiment of the present invention, the determining device is configured to set the current vehicle's passage status to passable and uninterrupted when the obstacle occupancy ratio is less than a first threshold.

[0036] Furthermore, according to another embodiment of the present invention, the determining device is configured to set the current vehicle's passage status to impassable if the obstacle occupancy ratio is greater than a second threshold.

[0037] Furthermore, according to another embodiment of the invention, the computing device is also configured to base its calculations on the lateral position D of other vehicles. V Calculate the time to collision (TTC) between the current vehicle and other vehicles. The TTC is used to determine whether there is a risk of collision between the current vehicle and other vehicles.

[0038] Furthermore, according to another embodiment of the present invention, the computing device is further configured to, if there is a risk of collision between the current vehicle and other vehicles, base its calculations on the lateral position D of the other vehicles. V Current vehicle width W V And the safe distance D between the current vehicle and other vehicles. S3 Calculate the safety constraint boundaries for other vehicles, where the safe distance D from the current vehicle to other vehicles is... S3 Related to the current speed of the vehicle.

[0039] Furthermore, according to another embodiment of the present invention, the other vehicle safety

[0040] Furthermore, according to another embodiment of the present invention, the intervention further includes controlling the current vehicle to further adjust the distance D between the vehicle and other vehicles in the passage area based on the other vehicle safety constraint boundaries. V This allows them to avoid other vehicles.

[0041] Furthermore, according to another embodiment of the present invention, the device further includes: a path planning device configured to generate a path plan applicable to the current vehicle's passage through an obstacle area based on the current vehicle's passage area and passage status.

[0042] Furthermore, according to another embodiment of the present invention, the device further includes: an output control device configured to apply the generated path planning output to the lateral and longitudinal direction control of the current vehicle.

[0043] The present invention also provides a computer-readable storage medium storing instructions, characterized in that, when the instructions are executed by a processor, the processor performs the method as described above.

[0044] The present invention also provides an advanced driver assistance system, wherein the advanced driver assistance system is configured with the obstacle avoidance control device described above.

[0045] The present invention also provides a vehicle equipped with the advanced driver assistance system described above.

[0046] The obstacle avoidance control method and system provided by the embodiments of the present invention can calculate the passable area of ​​the current vehicle based on vehicle sensor information, determine the current vehicle passage status, and adjust the current vehicle speed, the current vehicle distance from the obstacle, the current vehicle distance from other vehicles, etc., thereby controlling the vehicle to decelerate and stop or pass through the obstacle area according to a specified trajectory, so that the vehicle avoids collision with the obstacle or reduces the collision hazard of the vehicle.

[0047] In addition, the obstacle avoidance control method and system provided in the embodiments of the present invention can also provide corresponding path planning according to the vehicle's travel area and travel status, so that the vehicle can safely and reliably drive through the obstacle area. Attached Figure Description

[0048] Figure 1 A schematic diagram of the operation of an obstacle avoidance control system 1000 according to an embodiment of the present invention is shown.

[0049] Figure 2 A schematic diagram of a vehicle operating under an obstacle avoidance control system according to an embodiment of the present invention is shown.

[0050] Figure 3 A flowchart of a method 3000 for calculating obstacle boundary information by an obstacle avoidance control system according to an embodiment of the present invention is shown.

[0051] Figure 4 A schematic diagram of the obstacle safety boundary calculated by the obstacle avoidance control system according to an embodiment of the present invention is shown.

[0052] Figure 5 A schematic diagram of the lane safety boundary calculated by the obstacle avoidance control system according to an embodiment of the present invention is shown.

[0053] Figure 6 A flowchart of a method 6000 for calculating the safety constraint boundaries of other vehicles by an obstacle avoidance control system according to an embodiment of the present invention is shown.

[0054] Figure 7A schematic diagram of other vehicle safety constraint boundaries calculated by the obstacle avoidance control system according to an embodiment of the present invention is shown.

[0055] Figure 8 A flowchart illustrating a method for an obstacle avoidance control system to determine whether passage is possible according to an embodiment of the present invention is shown.

[0056] Figure 9 A schematic diagram of an obstacle avoidance control system according to an embodiment of the present invention is shown, which determines the desired lateral and longitudinal movement distances for lane passability.

[0057] Figure 10 A schematic diagram of an obstacle avoidance control system according to an embodiment of the present invention is shown, which determines the desired lateral and longitudinal movement distances for lane passability.

[0058] Figure 11 A flowchart of an obstacle avoidance control method 1100 according to an embodiment of the present invention is shown.

[0059] Figure 12 A block diagram of an obstacle avoidance control device 1200 according to an embodiment of the present invention is shown.

[0060] Figure 13 A computer device is shown that illustrates an obstacle avoidance control method according to an embodiment of the present invention. Detailed Implementation

[0061] The obstacle avoidance control management method and system of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the following specific embodiments are exemplary and not limiting, and are intended to provide a basic understanding of the invention, and are not intended to identify the key or decisive elements of the invention or to limit the scope of protection.

[0062] The invention is described below with reference to block diagrams, diagrams, and / or flowcharts illustrating methods and apparatus according to embodiments of the invention. It will be understood that each block of these block diagrams and / or diagrams, and combinations thereof, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to form a machine, such that these instructions, executable by the processor of the computer or other programmable data processing apparatus, create components for implementing the functions / operations specified in these block diagrams and / or diagrams and / or one or more block diagrams.

[0063] These computer program instructions may be stored in a computer-readable storage medium, which may instruct a computer or other programmable processor to perform functions in a particular manner, such that the instructions stored in the computer-readable storage medium constitute an instruction set comprising one or more boxes of an implementation flowchart and / or block diagram that specify the functions / operations.

[0064] These computer program instructions can be loaded onto a computer or other programmable data processor to cause a series of operational steps to be executed on the computer or other programmable processor, thereby constituting a computer-implemented process, such that these instructions, which execute on the computer or other programmable data processor, provide steps for implementing the functions or operations specified in one or more boxes of this flowchart and / or block diagram. It should also be noted that in some alternative implementations, the functions / operations shown in the boxes may not occur in the order shown in the flowchart. For example, two boxes shown sequentially may actually be executed substantially simultaneously, or these boxes may sometimes be executed in reverse order, depending on the functions / operations involved.

[0065] This invention proposes a method and system for obstacle avoidance control, applicable to obstacles such as cones, buckets, and pillars. The method and system calculate the passage area based on information collected by vehicle sensors, such as the current vehicle speed (including lateral and longitudinal speeds), the current vehicle position, the width of the lane the vehicle is in, information about obstacles in the lane, and safety constraints of other vehicles around the lane. This determines the vehicle's passage status and adjusts values ​​such as the current vehicle's speed, distance from obstacles, and distance from other vehicles based on the passage status. By adjusting these values, the vehicle can be controlled to decelerate and stop or pass through the obstacle area along a specified trajectory, thereby avoiding or mitigating collision hazards, while providing corresponding warning information.

[0066] Figure 1 A schematic diagram illustrating the operation of an obstacle avoidance control system 1000 according to an embodiment of the present invention is shown. It should be noted that the obstacle avoidance control system 1000 can be implemented as an obstacle avoidance control method, or it can be implemented as an obstacle avoidance control device. Figure 1As shown, the obstacle avoidance system acquires information such as the vehicle's current lane information (e.g., lane width, lane type such as solid lines, dashed lines, and curbs) through vehicle sensors (e.g., cameras, radar sensors), current vehicle information (e.g., current vehicle speed), obstacle information (e.g., distance between obstacles and the current vehicle), and information about other surrounding vehicles (e.g., distance between the nearest vehicle and the current vehicle). The obstacle avoidance system 1000 performs corresponding calculations on the above information to determine the vehicle's traffic status and make path planning. Finally, the system outputs the vehicle's lateral and longitudinal control information and uses onboard control units, such as the Advanced Driver Assistance System Domain Controller (ADC), Vehicle Control Unit (VCU), Brake Management Unit (BCU), Electric Power Steering System (EPS), and Continuous Damping Control System (CDC), to control the vehicle's speed, acceleration, and other operations in the lateral and longitudinal directions.

[0067] In the context of this invention, the term "current vehicle" may also refer to the vehicle itself or any other vehicle. The method and system according to the invention can calculate various positions using the Frenet coordinate system. Specifically, in the Frenet coordinate system, the lane centerline is used as a reference line, and the lateral positions of obstacles and the vehicle itself are relative to the lane centerline. For example, the lateral position of an obstacle is the position from the center of the obstacle to the lane centerline (i.e., the distance to the lane centerline), and the lateral position of other vehicles is the position from the center of the front or rear axle of surrounding vehicles to the lane centerline of the lane in which the vehicle is located.

[0068] As those skilled in the art will know, in a Frenet or similar coordinate system, distance is represented by a signed numerical value. Specifically, distances to the left are negative, and distances to the right are positive. For example, if a vehicle is on the left side of the lane, its lateral position is negative. Therefore, in the context of this invention, adjusting a vehicle's trajectory includes adjusting the distance between the vehicle and obstacles, the distance between the vehicle and other vehicles, etc. For example, if the calculated distance to an obstacle needs to be adjusted is negative, it means the vehicle needs to move to the left. Similarly, if the calculated distance to other vehicles needs to be adjusted is positive, it means the vehicle needs to move to the right. Additionally, adjusting the vehicle also includes adjusting the current vehicle speed. In the context of this invention, vehicle speed can include lateral speed in the lateral direction and longitudinal speed in the longitudinal direction.

[0069] The term "other vehicles" refers to one or more vehicles closest to the current vehicle that may pose a collision risk. The presence of a collision risk can be identified by comparing the longitudinal and lateral positions of the current vehicle and other surrounding vehicles at different sampling times within the estimated control period, based on the trajectories of the current vehicle and other surrounding vehicles.

[0070] like Figure 1 As shown, the input includes lane information, vehicle driving information, obstacle information, and other vehicle information acquired by various vehicle sensors, including but not limited to cameras and radar. Lane information includes lane width and lane type. Lane types include solid line lanes, curb lanes, and dashed line lanes, with only dashed line lanes permitted for vehicle passage. Vehicle driving information includes vehicle width and speed. Obstacle information includes obstacle width, obstacle position within the lane, and obstacle distance from the current vehicle. Other vehicles refer to the vehicles closest to the current vehicle in the current lane or adjacent lanes, which may collide with the current vehicle. Other vehicle information includes the position of other vehicles within the lane and their distance from the current vehicle. All distance information can be represented using lateral and longitudinal distances.

[0071] The obstacle avoidance system 1000 processes the acquired information, specifically calculating obstacle safety boundaries, lane safety boundaries, and safety constraint boundaries of other vehicles surrounding the current vehicle. Based on the obstacle safety boundaries and lane safety boundaries, the obstacle avoidance system 1000 makes a passability determination, that is, determining whether the vehicle can pass through the lane with the obstacle, and if so, whether intervention is necessary. If intervention is required, the system calculates the desired adjustment information based on the lane passability determination and the safety constraint boundaries of other vehicles surrounding the vehicle (which have higher priority). This adjustment information specifically includes adjusting the current vehicle's speed, the current vehicle's distance from the obstacle (lateral and longitudinal distances), and the current vehicle's distance from other vehicles (lateral and longitudinal distances), thereby planning the vehicle's movement path. The vehicle path planning is fed back to the lane passability determination, iteratively calculating the desired lateral and longitudinal distance information. Finally, the obstacle avoidance system 1000 outputs the vehicle's lateral and longitudinal control decisions.

[0072] Optionally, in one embodiment, the vehicle's EPS performs lateral control in real time, and the vehicle's VCU / BCU performs longitudinal control in real time, so that the vehicle decelerates and stops or passes through the obstacle area along a specified trajectory, thereby avoiding or mitigating collision hazards. At the same time, the vehicle's CDC outputs warning information, and when it is determined that braking is necessary, it illuminates the hazard lights in a timely manner to provide warning information to following vehicles.

[0073] Figure 2 A schematic diagram illustrating the operation of a vehicle using an obstacle avoidance control system according to an embodiment of the present invention is shown. Figure 2In the diagram, ⑦ represents the current lane centerline, ⑧ represents the left lane line of the current lane, and ⑨ represents the right lane line of the current lane. According to the obstacle avoidance system of the present invention, based on obstacle location information and lane information, it calculates the obstacle safety boundary ⑤ and lane safety boundary ②, determines the passage area and passage status, and simultaneously estimates the trajectories ① of the vehicle and surrounding vehicles during obstacle avoidance by combining the vehicle's status and the distance to other vehicles, identifying whether there is a collision risk. If a collision is imminent, it calculates the constraint boundary ③ of other vehicles and adjusts the desired avoidance position ④ accordingly to avoid the vehicle. Specifically, the more obstacles occupy the lane, the more the vehicle needs to avoid to the other side, but it is also affected by the boundary of the other side. The boundary of the other side is related to the type of lane dividing line and surrounding vehicles. If the lane dividing line is a solid line or a curb, the distance allowed for vehicles to cross the line is smaller than if the dividing line is a dashed line. When there is a risk of collision with the trajectories of surrounding vehicles, priority is given to avoiding surrounding vehicles.

[0074] The following describes in detail how the obstacle avoidance control system according to an embodiment of the present invention calculates obstacle safety boundary information, lane safety boundary information, safety constraint boundary information of other surrounding vehicles, passability determination, and the desired lateral / longitudinal distance of movement.

[0075] Figure 3 A flowchart of a method 3000 for calculating obstacle boundary information by an obstacle avoidance control system according to an embodiment of the present invention is shown. Figure 3 As shown, method 3000 includes steps S301, S302, and S303. In step S301, the obstacle avoidance control system searches for the obstacles occupying the most lanes on both the left and right sides. In step S302, the obstacle avoidance control system performs hysteresis processing on obstacles bouncing near the center line, thereby preventing the same obstacle from bouncing on both sides during the identification process, which could lead to an inability to determine the positive or negative sign. Subsequently, in step S303, the obstacle avoidance control system determines the obstacle's lane occupancy status. Specifically, there are four types: obstacle not occupying lanes, obstacle occupying lanes on the left, obstacle occupying lanes on the right, and obstacle occupying lanes on both sides. After obtaining the obstacle's lane occupancy position, the system can calculate the obstacle avoidance safety boundary based on the obstacle's position. The calculation method of the safety boundary will be described in detail below.

[0076] Figure 4 A schematic diagram of an obstacle safety boundary calculated by an obstacle avoidance control system according to an embodiment of the present invention is shown. Figure 4As shown, in the Frenet and similar coordinate systems, distance ① is the lateral position of the obstacle; specifically, the lateral position of the obstacle is the position from the center of the obstacle to the lane centerline. As mentioned above, since the obstacle is to the right of the lane centerline, distance ① is a positive value. Distance ② is the safety boundary of the obstacle constraint. Distance ③ is half the vehicle width; since the vehicle width is a positive value, ③ is also a positive value. Distance ④ is the safe distance from the edge of the vehicle to the obstacle; since the cone is to the right of the vehicle, distance ④ is a positive value. Therefore, the safety boundary ② = ① - ③ - ④ can be derived. Figure 4 In the illustrated embodiment, the resulting safety boundary ② is a negative value, which means that the vehicle needs to be adjusted, specifically, the distance between the vehicle and the obstacle needs to be adjusted. Since the safety boundary ② is negative, the vehicle needs to move to the left to maintain the safety boundary ②.

[0077] Optionally, the safety distance ④ may be related to the vehicle's current speed. Specifically, the higher the vehicle speed, the greater the safety distance. The specific safety distance ④ can be set by the user or the manufacturer according to the user's driving habits. Therefore, vehicle adjustments may also include adjusting the current vehicle speed. For example, by reducing the vehicle speed, the safety distance ④ can be reduced accordingly, thereby ensuring the safety boundary ②. Additionally, optionally, the limit of the safety boundary can be set to not exceed the lane lines on both sides, i.e., safety boundary ② > -0.5 × lane width.

[0078] Similar to the method for calculating obstacle safety boundaries, lane safety boundaries can be calculated based on lane line type during vehicle obstacle avoidance. Specifically, lane lines that allow the vehicle to cross (e.g., dashed lines) have smaller boundary constraints and a wider passable area compared to lane lines that do not allow the vehicle to cross (e.g., solid lines, curbs).

[0079] Figure 5 A schematic diagram of the lane safety boundary calculated by the obstacle avoidance control system according to an embodiment of the present invention is shown. Figure 5 As shown, distance ① is half the lane width and is a negative value. Distance ② is the safety boundary of the lane line type constraint. Distance ③ is half the vehicle width and, as mentioned above, is a positive value. Distance ④ is the safe distance at which vehicles are allowed to cross the line and is a negative value. Therefore, the safety boundary ② = ① - ③ - ④, where the safety distance ④ is related to the lane type, and the safety distance for dashed lines is greater than that for solid lines or the curb. After obtaining the corresponding boundary based on the actual road type, the maximum value on the left is taken as the boundary of the road type constraint.

[0080] As mentioned above, the obstacle avoidance control system also needs to predict the trajectory of the vehicle itself and the trajectories of other surrounding vehicles to determine whether there is a collision risk and calculate the safety boundaries for other surrounding vehicles. Generally speaking, the constraint priority of the safety boundaries of other vehicles is higher than that of the obstacle safety boundaries and lane safety boundaries.

[0081] Figure 6 A flowchart illustrating a method 6000 for calculating safety constraint boundaries of other vehicles by an obstacle avoidance control system according to an embodiment of the present invention is shown. Figure 6 As shown, method 6000 includes steps S601, S602, S603, and S604. In step S601, the obstacle avoidance control system estimates the control time based on the desired lateral and longitudinal positions of the obstacle avoidance control and performs discrete sampling of the time. In step S602, the obstacle avoidance control system estimates the trajectories of the vehicle and other vehicles at different sampling times within the control time. In step S603, the obstacle avoidance control system compares the longitudinal and lateral positions of the vehicle and other vehicles to identify whether there is a risk of collision. The identification distance of the collision risk is related to the time to collision (TTC), specifically, the smaller the TTC, the greater the collision risk. Specifically, the user or manufacturer can set a threshold for TTC. If the TTC is less than the set threshold, a collision risk is determined to exist. If a collision risk exists, the safety constraint boundaries of other vehicles are calculated. If there is no collision risk, the method ends, and the safety constraints of other vehicles are not considered when the system makes the desired lateral / longitudinal distance information. The calculation method of the safety constraint boundaries of other vehicles will be described in detail below for the case where there is a collision risk.

[0082] Figure 7 A schematic diagram illustrating other vehicle safety constraint boundaries calculated by the obstacle avoidance control system according to an embodiment of the present invention is shown. Figure 7 As shown, distance ① is the estimated lateral position of other surrounding vehicles. Specifically, the lateral position of other surrounding vehicles is the distance from the center of the front or rear axle of the other vehicles to the center line of the lane where the vehicle is located. Distance ① is a negative value. Distance ② is the safety boundary constrained by other vehicles. Distance ③ is half the width of the vehicle. Distance ③ is a positive value. Distance ④ is the safe distance from other vehicles during avoidance. Distance ④ is a negative value. Therefore, the safety boundary ② = ① - ③ - ④, where the safety boundary ② is generally negative, meaning the vehicle stays to the left of the lane center line. ② can also be set to a positive value greater than 0. In this case, the vehicle can move to the right to collide with the cone, thus avoiding a collision with other vehicles.

[0083] Similar to the above, the safety distance ④ is related to the vehicle's speed; the higher the vehicle speed, the greater the safety distance. The specific safety distance ④ can be set by the user or manufacturer based on the user's driving habits. Therefore, in the presence of other vehicles, the current vehicle's speed, the distance from the obstacle, and the distance from other vehicles can be adjusted. Optionally, the limit of the safety boundary can be set to not exceed the current lane centerline, i.e., safety boundary ② < 0.

[0084] After calculating the obstacle safety boundary, lane safety boundary, and other vehicle safety constraint boundaries, the obstacle avoidance control system calculates the passable width of the vehicle in the current lane based on this information, thereby determining whether the vehicle can pass (i.e., passability judgment). Specifically, the current lane's passability status includes the following four types: 1. Passable without intervention; 2. Passable but requires intervention; 3. Return to the lane center; 4. Impassable. The obstacle avoidance control system calculates the passable width and lane occupancy ratio based on the obstacle position, lane line information, and constrained boundaries. If the passable width is small or the lane occupancy ratio is high, passage is not allowed; if there is no lane occupancy or the lane occupancy ratio is small, no intervention is required; after recognizing a collision-free passage over the obstacle, the vehicle returns to the lane center. Two upper and lower thresholds can be set for the obstacle lane occupancy ratio: vehicles are not allowed to pass if the ratio is higher than the upper threshold; vehicles can pass but require intervention if the ratio is between the upper and lower thresholds; and vehicles can pass without intervention if the ratio is below the lower threshold.

[0085] Figure 8 A flowchart illustrating a method for an obstacle avoidance control system to determine passability according to an embodiment of the present invention is shown. Figure 8As shown, method 8000 includes steps S801 to S810. In step S801, the obstacle avoidance control system calculates the passable lane width and the obstacle occupancy ratio based on the above information. In step S802, the obstacle avoidance control system first determines whether an obstacle occupies the lane. If no obstacle occupies the lane, the obstacle avoidance control system makes a decision that the lane is passable without intervention in step S806. If an obstacle occupies the lane, the obstacle avoidance control system determines whether the lane is passable in step S803. If it is not passable, the obstacle avoidance control system makes a decision that the lane is not passable in step S807. If it is passable, the obstacle avoidance control system determines whether the obstacle area has been passed in step S804. If it has been passed, the obstacle avoidance control system makes a decision to return to the center of the lane in step S808. If it has not been passed, the obstacle avoidance control system further determines the size of the obstacle occupancy ratio in step S805. If the obstacle occupancy ratio is large, the obstacle avoidance control system makes a decision that the lane is passable without intervention in step S809. If the obstacle occupies a small proportion of the road, the obstacle avoidance control system will determine whether passage is possible and intervention is required in step S810. The obstacle occupancy rate can be set by the user as a threshold, and the size of the obstacle occupancy rate is determined by comparing the threshold with the occupancy rate measured by the obstacle avoidance control system.

[0086] As described above, the obstacle avoidance control system needs to determine in step S804 whether the obstacle area has been passed. The following describes in detail how the system determines whether the vehicle has passed the obstacle area. Specifically, the obstacle avoidance control system searches for the obstacle furthest longitudinally from the vehicle. Based on the state of the furthest obstacle and its lateral and longitudinal positions relative to the vehicle, it identifies whether it is safe to cross the obstacle area. When the longitudinal position is sufficiently small and the lateral position is sufficiently large, the obstacle area is identified as safe to cross. The thresholds for lateral and longitudinal positions are related to the vehicle's speed; the higher the vehicle speed, the larger the corresponding threshold. When the furthest obstacle disappears, the obstacle avoidance control system identifies that the obstacle area has been passed.

[0087] After the obstacle avoidance control system determines lane passability and other vehicle safety constraints, it calculates the desired movement distance based on this data. This distance includes both lateral and longitudinal distances. Specifically, the obstacle avoidance control system determines the desired lateral and longitudinal distances for both lane passability and lane impassability scenarios.

[0088] Figure 9A schematic diagram illustrating an obstacle avoidance control system according to an embodiment of the present invention determines the desired lateral and longitudinal movement distances for a passable lane. When an obstacle prevents passage, the vehicle needs to stop at a certain position in front of the obstacle to avoid colliding with the nearest obstacle that is not permitted to pass. Simultaneously, since the obstacle may be positioned at an angle, it may also be necessary to control the lateral position of the vehicle to ensure that the vehicle body stops at a certain tilt angle. To achieve this, certain vehicle control is required. For example... Figure 9 As shown, obstacles near the center line of the lane are the most likely to collide with the vehicle. Therefore, vehicle movement is calculated based on these obstacles.

[0089] When a lane is impassable, distance ① is the desired lateral distance to move, distance ② is the desired longitudinal distance to move, and distance ③ is the desired stopping angle. Moving according to these distances ensures the vehicle is parallel to the diagonal line formed by the cones, allowing for better movement later. Distance ④ is the longitudinal safety distance, and distance ⑤ is the longitudinal distance to the nearest impassable obstacle. The desired lateral distance ① is calculated using the same method as the boundary calculation above, using the information of the nearest impassable obstacle found to the vehicle. The desired lateral distance ① for an impassable obstacle should not cause the vehicle to cross the line and stop. Simultaneously, the desired longitudinal distance ② = ⑤ - ④, where the longitudinal safety distance ④ is related to vehicle speed; the higher the vehicle speed, the larger the safety distance required.

[0090] Similar to the above, the safety distance ④ can be set by the user or manufacturer according to the user's driving habits. The final desired stopping angle ③ formed by the vehicle is ① / ②. Since the desired longitudinal speed of the vehicle decreases to 0, the desired longitudinal deceleration of the vehicle is -1 × the square of the current vehicle speed / (2 × desired longitudinal distance).

[0091] Figure 10 A schematic diagram of an obstacle avoidance control system according to an embodiment of the present invention is shown, indicating that the system determines the desired lateral and longitudinal movement distances for lane passability. Figure 10 As shown, when a vehicle is in a passable lane, it must also consider the risk of collision with other vehicles in the surrounding area and move within the passable lane area according to the safety constraint boundaries of other vehicles.

[0092] When passage is possible, distance ① is the left lane line boundary, distance ② is the left vehicle boundary, distance ③ is the desired lateral movement distance, distance ④ is the right boundary, distance ⑤ is the longitudinal position of the obstacle occupying the most lane, distance ⑥ is the longitudinal position of the farthest obstacle, and distance ⑦ is the desired longitudinal movement distance. The desired lateral distance ③ = 0.5 × (① + ④). Taking into account other surrounding vehicles (the safety boundaries of other vehicles have higher priority than the safety boundaries of obstacles and lanes), vehicles are not allowed to exceed distance ②. The desired longitudinal distance ⑦ needs to consider both ⑤ and ⑥, prioritizing the lateral position ⑥ of the farthest obstacle. When the lane occupancy ratio of the obstacle occupying the most lane is significantly greater than that of the farthest obstacle, the priority of the longitudinal position ⑤ of the obstacle occupying the most lane increases.

[0093] Furthermore, during the obstacle avoidance process, to ensure that the lateral distance ③ is sufficient to avoid the obstacle when approaching it, the longitudinal speed needs to be limited based on the expected longitudinal distance, allowing sufficient time to complete the lateral movement. The expected lateral movement time = (③ - actual lateral position) / expected lateral speed. Therefore, the expected lateral deceleration = (⑦ - current vehicle speed × expected lateral movement time) / (0.5 × the square of the expected lateral movement time) and the deceleration should not exceed 0. Simultaneously, the expected speed = vehicle speed + cumulative control time × expected deceleration.

[0094] Optionally, after obtaining the desired lateral and longitudinal movement distances and desired speeds for lane passability, the obstacle avoidance control system can also feed this information back into the passability decision to iteratively determine whether the current lane is passable. Ultimately, the obstacle avoidance control system makes lateral and longitudinal control decisions.

[0095] Figure 11 A flowchart of an obstacle avoidance control method 1100 according to an embodiment of the present invention is shown. The obstacle avoidance control method 1100 includes the following steps: S1101 receiving vehicle sensor data; S1102 calculating obstacle safety boundaries and lane safety boundaries based on the vehicle sensor data; and S1103 determining the current vehicle's passage area and passage status based on the obstacle safety boundaries and lane safety boundaries.

[0096] Vehicle sensor data includes the current lane width, the current vehicle speed, and the lateral position D of obstacles. B Lateral position D of other vehicles V The obstacle safety boundary is based on the obstacle's lateral position D. B Current vehicle width W V and the safe distance D between the vehicle and the obstacle S1 Calculate the safe distance D from the vehicle to the obstacle. S1Related to the current speed of the vehicle. More specifically, the obstacle.

[0097] Additionally, the lane safety boundary is based on the current lane width W. R Current vehicle width W V And the safe distance D for vehicles to cross the current lane S2 Calculate the safe distance D that the current vehicle must travel across the current lane. S2 This is related to the type of the current lane. More specifically, the lane...

[0098] The current vehicle's passage area is the area between the obstacle safety boundary and the lane safety boundary. The current vehicle's passage status includes: the vehicle can pass without intervention, the vehicle can pass but intervention is required, and the vehicle cannot pass. Intervention includes adjusting the current vehicle's speed, the current vehicle's distance from the obstacle, and the current vehicle's distance from other vehicles, wherein speed can include lateral speed and longitudinal speed, and distance includes lateral distance and longitudinal distance.

[0099] More specifically, determining the current vehicle's passage status may include: calculating the obstacle occupancy ratio based on the obstacle safety boundary and the lane safety boundary. Determining the current vehicle's passage status may further include, if the obstacle occupancy ratio is greater than a first threshold and less than a second threshold, setting the current vehicle's passage status to passable but requiring intervention. Determining the current vehicle's passage status may further include, if the obstacle occupancy ratio is less than the first threshold, setting the current vehicle's passage status to passable without intervention. Determining the current vehicle's passage status may further include, if the obstacle occupancy ratio is greater than the second threshold, setting the current vehicle's passage status to impassable.

[0100] Alternatively, the method may also include: step S1104 based on the lateral position D of other vehicles. V Calculate the time to collision (TTC) between the current vehicle and other vehicles, whereby the TTC is used to determine whether there is a risk of collision between the current vehicle and other vehicles around the lane. S1104 further includes: if there is a risk of collision between the current vehicle and other vehicles, then based on the lateral position D of the other vehicles... V Current vehicle width W V And the safe distance D between the current vehicle and other vehicles. S3 Calculate the safety constraint boundaries for other vehicles, where the safe distance D from the current vehicle to other vehicles is... S3 Related to the current vehicle's speed. Specifically, the safety of the other vehicles. Other vehicle safety constraint boundaries can be fed back to step S1103 to further determine the current vehicle's passage status.

[0101] Therefore, the intervention may also include: controlling the vehicle to adjust the distance D between the vehicle and other vehicles in the passage area based on the other vehicle safety constraint boundaries. V This allows them to avoid other vehicles.

[0102] Optionally, the method further includes step S1105, generating a path plan for the current vehicle to pass through the obstacle area based on the current vehicle's passage area and passage status.

[0103] Optionally, the method further includes step S1106, applying the generated path planning output to the lateral and longitudinal direction control of the current vehicle.

[0104] Figure 12 A block diagram of an obstacle avoidance control device 1200 according to an embodiment of the present invention is shown. The obstacle avoidance control device includes: a receiving device 1201 configured to receive vehicle sensor data; a computing device 1202 configured to calculate an obstacle safety boundary and a lane safety boundary based on the vehicle sensor data; and a determining device 1203 determined a current vehicle's passage area and passage status based on the obstacle safety boundary and the lane safety boundary.

[0105] The vehicle sensor data includes the current lane width, the current vehicle speed, and the lateral position D of the obstacle. B Lateral position D of other vehicles V The computing device can also be configured to base its calculations on the lateral position D of the obstacle. B Current vehicle width W V and the safe distance D between the vehicle and the obstacle S1 Calculate the obstacle safety boundary, where the safe distance D from the current vehicle to the obstacle is... S1 Related to the current speed of the vehicle. Specifically, the obstacle.

[0106] The computing device is also configured to base its calculations on the width W of the current lane. R Current vehicle width W V And the safe distance D for vehicles to cross the current lane S2 Calculate the lane safety boundary, where the safe distance D for the current vehicle to cross the current lane is... S2 Related to the type of the current lane. Specifically, the lane

[0107] The current travel area of ​​the vehicle is the area between the obstacle safety boundary and the lane safety boundary. The current travel status of the vehicle includes: the vehicle can pass without intervention, the vehicle can pass but intervention is required, and the vehicle cannot pass. The intervention includes adjusting the current vehicle's speed, the current vehicle's distance from the obstacle, and the current vehicle's distance from other vehicles, wherein the speed can include lateral speed and longitudinal speed, and the distance includes lateral distance and longitudinal distance.

[0108] More specifically, the determining device is configured to determine the current vehicle's passage status by: calculating the obstacle occupancy ratio based on the obstacle safety boundary and the lane safety boundary. The determining device can also be configured to further determine the current vehicle's passage status by: setting the current vehicle's passage status to passable but requiring intervention when the obstacle occupancy ratio is greater than a first threshold and less than a second threshold. The determining device can also be configured to further determine the current vehicle's passage status by: setting the current vehicle's passage status to passable without intervention when the obstacle occupancy ratio is less than the first threshold. Finally, the determining device can also be configured to further determine the current vehicle's passage status by: setting the current vehicle's passage status to impassable when the obstacle occupancy ratio is greater than the second threshold.

[0109] The computing device can also be configured to base its calculations on the lateral position D of other vehicles. V Calculate the time to collision (TTC) between the current vehicle and other vehicles. The TTC is used to determine whether there is a risk of collision between the current vehicle and other vehicles around the lane.

[0110] Furthermore, according to another embodiment of the present invention, the computing device is further configured to: if there is a risk of collision between the current vehicle and other vehicles, then based on the lateral position D of the other vehicles... V Current vehicle width W V And the safe distance D between the current vehicle and other vehicles. S3 Calculate the safety constraint boundaries for other vehicles, where the safe distance D from the current vehicle to other vehicles is... S3 Related to the current vehicle's speed. Specifically, the safety of the other vehicles. Other vehicle safety constraint boundaries can be fed back to step S1103 to further determine the current vehicle's passage status.

[0111] Therefore, the intervention may also include controlling the vehicle to further adjust the distance D between the vehicle and other vehicles in the passage area based on the other vehicle safety constraint boundaries. V This allows the vehicle to avoid other vehicles around it.

[0112] Optionally, the device may further include a path planning device 1204, which is configured to generate a path plan for the current vehicle to pass through an obstacle area based on the current vehicle's passage area and passage status.

[0113] Optionally, the device may further include an output control device 1205 configured to apply the generated path planning output to the lateral and longitudinal control of the current vehicle.

[0114] The present invention also provides an advanced driver assistance system (ADAS) equipped with the obstacle avoidance control device described above, thereby enabling the ADAS system to implement the obstacle avoidance control method or the function of the obstacle avoidance control device described above.

[0115] The present invention also provides a vehicle equipped with an advanced driver assistance system (ADAS) as described above, wherein the ADAS system can implement the obstacle avoidance control method described above or implement the function of the obstacle avoidance control device described above.

[0116] Figure 13 A computer device is shown that illustrates an obstacle avoidance control method according to an embodiment of the present invention. Figure 13 As shown, computer device 1300 includes a memory 1301 and a processor 1302. Although not shown, computer device 1300 also includes a computer program stored on the memory 1301 and executable on the processor 1302. When the processor executes the program, it implements the steps of the method shown in the specification.

[0117] In addition, as described above, the present invention can also be implemented as a recording medium storing a program for causing a computer to execute the obstacle avoidance control method described above.

[0118] Here, various recording media can be used as recording media, such as disks (e.g., magnetic disks, optical disks, etc.), cards (e.g., memory cards, optical cards, etc.), semiconductor memory (e.g., ROM, non-volatile memory, etc.), and tapes (e.g., magnetic tape, cassette tape, etc.).

[0119] By recording and distributing computer programs that enable a computer to execute the obstacle avoidance control method described in the above embodiments or that enable a computer to implement the functions of the obstacle avoidance control method described in the above embodiments in these recording media, the cost can be reduced and the portability and versatility can be improved.

[0120] Furthermore, by loading the aforementioned recording medium onto a computer, the computer reads the computer program recorded on the recording medium and stores it in a memory. The computer's processor (CPU: Central Processing Unit, MPU: Micro Processing Unit) reads the computer program from the memory and executes it. Thus, the obstacle avoidance control method in the above embodiments can be executed, and the device for implementing the obstacle avoidance control method in the above embodiments can be realized.

[0121] Those skilled in the art will understand that the present invention is not limited to the embodiments described above, and that the invention may be implemented in many other forms without departing from its spirit and scope. Therefore, the examples and embodiments shown are to be considered illustrative rather than restrictive, and the invention may encompass various modifications and substitutions without departing from the spirit and scope of the invention as defined by the appended claims.

Claims

1. An obstacle avoidance control method, characterized in that, The method includes the following steps: Receive vehicle sensor data; Based on the vehicle sensor data, calculate the obstacle safety boundary and the lane safety boundary; based on the obstacle safety boundary and the lane safety boundary, calculate the obstacle occupancy ratio; and The current vehicle's passage area and passage status are determined based on the obstacle safety boundary and the lane safety boundary. Specifically, if the obstacle occupancy ratio is greater than a first threshold but less than a second threshold, the current vehicle's passage status is set to passable but requires intervention; if the obstacle occupancy ratio is less than the first threshold, the current vehicle's passage status is set to passable but without intervention; and if the obstacle occupancy ratio is greater than the second threshold, the current vehicle's passage status is set to impassable.

2. The method as described in claim 1, wherein, The vehicle sensor data includes the width of the current lane in which the vehicle is currently located, the current speed of the vehicle, and the lateral position D of the obstacle. B Lateral position D of other vehicles V .

3. The method as described in claim 2, wherein, The calculation of obstacle safety boundaries based on the vehicle sensor data includes: The obstacle safety boundary is based on the obstacle's lateral position D. B Current vehicle width W V And the current safe distance D from the vehicle to the obstacle. S1 Calculate the safe distance D from the current vehicle to the obstacle. S1 Related to the current speed of the vehicle.

4. The method of claim 3, wherein, The obstacle safety boundary is calculated based on the following formula:

5. The method as described in claim 2 or 4, wherein, Calculating lane safety boundaries based on the vehicle sensor data includes: The lane safety boundary is based on the current lane width W. R Current vehicle width W V And the safe distance D for the current vehicle to cross the current lane. S2 Calculate the safe distance D that the current vehicle must travel across the current lane. S2 It is related to the type of the current lane in which the vehicle is currently located.

6. An obstacle avoidance control device, characterized in that, The device includes: A receiving device configured to receive vehicle sensor data; A computing device configured to calculate obstacle safety boundaries and lane safety boundaries based on the vehicle sensor data, and to calculate the obstacle occupancy ratio based on the obstacle safety boundaries and the lane safety boundaries; The determining device is configured to determine the current vehicle's passage area and passage status based on the obstacle safety boundary and the lane safety boundary. The determining device is further configured to: set the current vehicle's passage status to passable but requiring intervention when the obstacle occupancy ratio is greater than a first threshold and less than a second threshold; set the current vehicle's passage status to passable but without intervention when the obstacle occupancy ratio is less than the first threshold; and set the current vehicle's passage status to impassable when the obstacle occupancy ratio is greater than the second threshold.

7. The device as claimed in claim 6, wherein, The vehicle sensor data includes the current lane width, the current vehicle speed, and the lateral position D of the obstacle. B Lateral position D of other vehicles V .

8. The device as claimed in claim 7, wherein, The computing device is also configured to base its lateral position D on the obstacle. B Current vehicle width W V And the current safe distance D from the vehicle to the obstacle. S1 Calculate the obstacle safety boundary, where the safe distance D from the current vehicle to the obstacle is... S1 Related to the current speed of the vehicle.

9. The device as claimed in claim 8, wherein, The computing device calculates the obstacle safety boundary based on the following formula:

10. The device as claimed in claim 7 or 9, wherein, The computing device is also configured to base its calculations on the width W of the current lane. R Current vehicle width W V And the safe distance D for the current vehicle to cross the current lane. S2 Calculate the lane safety boundary, where the safe distance D for the current vehicle to cross the current lane is... S2 It is related to the type of the current lane.

11. A computer-readable storage medium storing instructions, characterized in that, When the instruction is executed by the processor, it causes the processor to perform the method as described in any one of claims 1-5.

12. An advanced driver assistance system, characterized in that, The advanced driver assistance system is equipped with an obstacle avoidance control device as described in any one of claims 6-10.

13. A vehicle, characterized in that, The vehicle is equipped with the advanced driver assistance system as described in claim 12.

Images